Flange-oiling device.



J. S. HENDERSON.

FLANGE OILING DEVICE.

APPLICATION FILED JULY 11. 1914.

Patented Feb. 1, 1916.

lllillllnulilnvll THE COLUMBIA PLANDGRAPH c0., WASHINGTON, D. c.

' :JG HN ii arinnns'oiv; or .oALItomiifAQ AssrGiv on-..or inoaiiirsivinnl onu- "'Be'it known: that 1, JOHN :S; EHENDERsoiv,

'new and useful Flange-Oi ling. Deviceyof H and the pump cylinder .15. is: located'iwithin HjUNDIaEnTns-ia oeEoaeE"o rii osmiionnnsk'cntiiioaiim.

i mme ioimm mvice a lication med-m 11, 1914. s riarNo.:'s5e,439.

To all whom it may concern a. citizen of the-United States,-residing at Los Angeles,=in the countyofLos Angeles and, State of "California, have invented a which the following is a specification. This invention is'an oiling device. The object in general of the invention is to provide an oiling-device to".-be.'.carried on a car for oiling the 'car wheel'ffianges and the curve of the car track, as the cartravels around the curve, 1 to enable the car"wheel flanges to travel smoothly around the'curve'" horizontal sectional v1ew of a car, and a plan of my oiling device mounted thereon. Fig. 2 is a fragmental section on line a2 m of Fig. 1. Fig. 3 is an elevation of the oiling device, and a cross sectional view of the car, showing the relation of the oiler nozzles to the car wheel flanges. Fig. 4 is an enlarged view of the pump. Fig. 5 is an enlarged vertical section of one of thenozzles.

The device is mounted upon a car body 1, which is mounted on a truck 2, having wheels 3, which travel on track 4:- The device comprises an oil pump 5, an oil tank 6, awflexible pipe 7 leading from the lower end of the pump 5, a pipe 8 connected to the pipe 7 and extending transversely of the truck 2, and nozzles 10, connected to the ends of the pipe 8 and leading to the uppermost portions of the flanges 11 of the wheels 3.

The pump 5 comprises a cylinder 15, a piston 16 which reciprocates in the cylinder 15, a piston rod 17, a link 18 to which said piston rod is pivoted at 19, a link 20, pivoted respectively at 21 to one end of the link 18, and at 22 to the car body 1, a link 23, pivoted respectively at 21 to the other end of the link 18, and at 25 to an operating lever 26, which is fulcrumed upon the car body 1 at 27. Within the cylinder 15, between the lower end thereof and thepiston 16, is a spring 30, adapted to return the piston and I the operating parts to initial position when the piston has beenfforced downwardly,;and to maintain the piston and the operating parts in initialpo'sition when .ithexpump is not in operation. The :oiltai1k .6is*sup+ ported :upon the? floor 35' of; the carxbody 1,

of the 'tank a-Iid the interiorbf the pump acylin'der.

The pipe 8 is supported on the forward part of truck 2 by standards 10 in such position thatthe extremities of the nozzles 1 10 rest slightly above the flanges 11 of the front wheels of the truck so that said nozzles will not engage said wheels during the movement of the truck frame on its springs with relation to the wheels. The extremities of the nozzles 10 are provided with valves 15, normally held closed by springs 16. Set-screws 50 in brackets 51, secured to the nozzles, engage the valves 15 to limit the open positions of the valves so as to control the amount of oil that flows from the nozzles onto the wheel flanges 11. By turning the set-screws 50 the open position of the valves may be adjusted to different limits. A stop 55, secured to the floor 85 of the car body, limits the downward movement of the lever 26. The links 20 and23 are each provided with a plurality of holes 56, and 57, respectively, for pivoting the ends of the link 18 at different points on the links 20 and 23 so as to vary the movement of the lever 26 and the stroke of the piston 16.

The operation of the device is as follows: Assuming the parts to be in their initial position, as shown in Fig. 9- of the drawing, the piston 16 lies above the ports 36, and the oil in the tank 6 has entered the cylinder 15 through the ports 36 and fills the space in the cylinder below the piston and the pipes 7 and 8 and the nozzles 10. As the car wheels reach the curve in the track, the lever 26 is depressed until arrested by the stop 55, which movement of the lever, through the links 23, 18 and 20, causes the piston 16 to descend and force the oil in the pipes 7 and 8 and in the cylinder 15 out of the ends of the nozzles 10 (the valves 45 opening under l the pressure o f' the oil) onto the wheel flanges 11, around which the oil flows into the track at. The movement of the lever 26'and the stroke of the'piston 16 may be set by proper adjustment of the link connections 21 and 24 so that the piston Will eject an amount of oil from the nozzles 10 suflicient to oil the curve of the track throughout its length.

The pipe 7 is extensible, so that the pipe 8 may turn with the truck when the truck travelsaround a curve.

be lubricated, and for this reason I provide The flanges 10f the'wheels of street railway cars usually run in a groove asishown in the drawing, and in such cases it is essential that both sides of thewheel flanges the nozzles 10 in pairs. It will be noted that the nozzles extend downwardly from the oil pipe Sand convergetoward the wheel flange terminating short thereof and on opposite sides. w

What I claim, is: V

In a flange oiling devlce, a pipe extending above the flange to be o led, a nozzle con- 2 nected to said pipe and extending down- "wardly' 'toward the fian'ge a'fiap valve clos- 'ingthe lower end of the nozzle and opening toward the flange, an arm secured to the nozzle and projecting across the flap valve 3 in spaced relation thereto, a spring con- JOHN, s; HENDERSON-- In presence of LORA M. BOWERS, LORRAINE E. Dunno Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. G. i i 

